High rate pulsing wing assembly line

ABSTRACT

A single piece pulsed flow wing assembly method providing for horizontal wing manufacture is accomplished using synchronized automated vehicles guided in a predetermined manner to move and, locate wing structure in a plurality of assembly positions. Multi-axis assembly positioning systems (MAPS) are used at each assembly position to support and index components in the wing structure and determinant assembly techniques are used for indexing of the components. Modular automated manufacturing processes employing magnetic assembly clamping, drilling, fastener insertion, and sealant application are employed.

REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of application Ser. No.12/691,307 filed on Sep. 10, 2013 entitled HIGH RATE PULSING WINGASSEMBLY LINE having a common assignee with the present application, thedisclosure of which is incorporated herein by reference as though fullyset forth.

BACKGROUND INFORMATION

Field

Embodiments of the disclosure relate generally to the field ofmanufacturing of aircraft subassemblies and more particularly toembodiments for high rate pulsing of an assembly line through multiplepositions employing interchangeable automated guide vehicles with taskspecific headers for transfer to multi-access position systems forsubassembly support at each position for determinant assembly.

Background

Existing Aircraft wings are assembled in a vertical orientation and areheld in large floor mounted assembly fixtures that control the locationof the major components until they are fastened together and becomesufficiently stable. Wings are then transported with overhead buildingcranes and placed in a horizontal orientation in a lay down fixture ordolly to continue the assembly process. Mechanics and their tools aretransported between floors of scaffolding and between the multiple ratefixtures. Operations are batch processed and drilling and installationof the thousands of high tolerance fasteners are done manually. They uselarge expensive dock assembly systems that are not capable of pulsingthe wing to specialized assembly stations. They all use overheadbuilding cranes that require specialized crews to attach and move thewing. They also require a “high bay” (40′-75′ high) facility. The timeto move as well as scheduling delays makes this approach impractical fora takt time paced assembly line.

Recurring labor associated with existing production systems can bethirty expensive and requires non-value added time for rotating thewing, setting up the portable drilling equipment and removing, deburringand reinstalling the lower panel. Additionally, it is not possible touse “C” frame or Yoke automatic fastening systems on closed wingstructure such as a wing box with both panels attached. Manual drillingand fastening which is therefore required may have undesirable ergonomicand quality issues.

Prior art practice for production of aircraft wing assembly uses largefloor mounted “end gate” castings at multiple dock or stationarylocations to clamp and hold the various sub-assemblies together untilthey are drilled, disassembled, deburred, reassembled and permanentlyfastened. These multi-ton large weldments or cast tools which locate theside of body components together are expensive and impractical to movethrough a horizontal pulsing assembly line.

Existing production assembly systems for aircraft wing moving linesrotate the wing so that the upper and lower panel drilling is donemanually or via portable semi-automated drilling systems from above thewing. In traditional monument based vertical assembly systems wings aredrilled and countersunk manually or with portable equipment that ismoved from fixture to fixture. Both systems require the panel to beremoved and debuted and then reassembled. Existing systems that do notrequire disassembly and deburring must employ large “C” frame or Yokeriveters that work on part that have access on both sides.

It is therefore desirable to provide horizontal pulsing assembly lineswith automated transport systems for a partially assembled wing andautomated systems to drill and install fasteners for the main wing boxof commercial airplanes. It is further desirable that the transportsystem be reconfigurable for right hand and left hand wings as well asbe segmented to provide a smaller storage footprint and allow mechanicsaccess to temporarily secure the lower panel to the wing box. It is alsodesirable that the transport system load the lower panel from under thewing box.

If is additionally desirable that the side of body geometry be locatedand held in configuration as it progresses through the differentassembly positions until it is fully fastened without the use of largeheavy traditional tooling.

SUMMARY

A single piece pulsed flow wing assembly method providing for horizontalwing manufacture uses synchronized automated vehicles guided in apredetermined manner to move and, locate wing structure in a pluralityof assembly positions. Multi-axis assembly positioning systems (MAPS)are used at each assembly position to support and index components inthe wing structure and determinant assembly techniques are used forindexing of the components. Modular automated manufacturing processesemploying magnetic assembly clamping, drilling, fastener insertion, andsealant application are employed.

Exemplary embodiments provide a method and apparatus wherein determinantassembly of an aircraft structure is accomplished in three assemblypositions with loading a front spar with attached mechanical equipmentinterface fittings (MEs) and a rear spar with attached MEs onto multiplefront and rear Multi-Axis Positioning Systems (MAPS) of a first assemblyposition. The MAPS supporting the front spar in 3 axes are then adjustedto place the front spar in a wing reference frame and ribs are stackedon the front and rear spars. The ribs are attached to the front spar andthe MAPS supporting the rear spar are adjusted to align determinantassembly (DA) holes in the ribs and rear spar for proper positioning inthe wing reference frame. Fasteners are then installed to secure theladder assembly of the wing structure.

At predetermined assembly points, a planar laser is used to determinerelative displacement from the wing reference frame of definedmeasurement points on the wing structure assembly due to flexing of theassembly and tooling resulting from addition of mass to the assembly.The MAPS are then adjusted to bring the measurement points back intowing reference frame position.

In an exemplary embodiment, a wing side of body geometry tool isinstalled as a dummy rib and the tool is pinned to the spar terminalfittings. The forward web and aft web are installed and accuratelylocated to the front spar and rear spar with DA holes in common to thespar terminal fittings. The upper panel is loaded onto the ribs andflexed by pushers mounted on the applied tool until the DA holes in thewebs and chords are aligned. Temporary fasteners are then installed.

Movement of the wing structure between assembly positions isaccomplished by mounting location specific headers on identical AGVs forinner and outer wing structure support with left and right wingdesignations. The header type sensed and each AGV is synchronouslycontrolled based on header type.

For continued processing, the AGVs are positioned under the wingstructure as supported in the MAPS of the first position. The headersare raised with point support mechanisms controllable in multiple axesto engage the wing structure. The MEs are released from the MAPS in thefirst position and retracted. The AGVs supporting the wing structure arethen synchronously moved to a second assembly position. In one exemplaryconfiguration, prior to releasing the MEs, load cells in the pointsupport mechanisms and fixture receivers are used to confirm that loadof the wing structure is being borne by the AGV headers.

For continued assembly, the headers on the AGVs are positioned forengagement of the MEs attached to the wing structure with the fixturereceivers of a plurality of MAPS in a second assembly position. The MAPSin the second assembly position are extended to engage ME headers withfixture receivers in the MAPS and the fixture receivers are clamped tothe ME headers. The AGV headers are then withdrawn. The planar laser isthen employed again to determine relative displacement from the wingreference frame of the defined measurement points on the wing assemblyand the MAPS are adjusted to bring the measurement points back into wingreference frame position.

The lower wing panel is then loaded onto the header assemblies of theAGV pair and synchronously moved with the AGVs to position the lowerwing panel under the wing structure supported in the MAPS in the secondassembly position. The combined headers and the AGVs are controlled toaccomplish a synchronized multi-axis coordinated motion to insert thelower skin into position on the wing structure aligning DA holes in thelower skin panel with spar fitting attachment points. The lower skinpanel is then urged against the wing structure using the support pointmechanisms for firm engagement with the wing structure. Press up forcesof the panel to the main wing box structure are monitored using the loadcells to assure that excessive forces are not used and if force limitsare exceeded audible and visual alarms are set off and motion of theAGVs and associated fixtures is stopped. The lower skin panel is thenflexed using the pushers on the wing side of body tool until DA holes inthe forward and aft web are aligned with corresponding DA holes in thelower panel cord to set the contour. The lower wing panel is sealed andpermanent tack fasteners are installed. The AGV headers are thenadjusted to assume the wing structure load and the MEs are released fromthe MAPS in the second assembly position. The MAPS are retracted and thewing structure is synchronously moved with the AGVs to a third assemblyposition.

A plurality of MAPS are suspended from a positioning truss mounted to aFloor Mounted Universal Holding Fixture (FUHF). The headers on the AGVsare positioned for engagement of the MEs on the wing structure with thefixture receivers of the MAPS in the third assembly position. The MAPSare extended to engage the ME headers with the fixture receivers and thefixture receivers are clamped on the ME headers. The AGV headers arethen withdrawn.

The planar laser may again be used to determine relative displacementfrom the reference frame of defined measurement points on the wingstructure assembly and the MAPS adjusted in the third assembly positionto bring the measurement points back into wing reference frame position.

Multiple Automated Wing Fastener Installation Systems (AWFIS) areprovided and brought into operating position on positioning guidewaysunder the FUHF. The surface of the lower wing panel is contacted withthe automated fastening head on each AFWIS from the outside of the wingstructure. Upward force is provided by the head in conjunction with anelectromagnet energized to create an electromagnetic field pulling asteel backing plate inside the wing structure to provide sufficientclamping force to close any gaps between the structure. The AFWISsystems each accomplish drilling, countersinking, applying sealant andinserting bolts into the lower wing panel and ribs or spars with thehead.

The wing structure is then dihedrally canted with the MAPS actuators andthe wing structure is lowered onto a transfer dolly. The MEs arereleased from the MAPS and the MAPS are retracted. The transfer dolly isthen pulsed to the next assembly position for the aircraft.

The features, functions, and advantages that have been discussed can beachieved independently in various embodiments of the present inventionor may be combined in yet other embodiments further details of which canbe seen with reference to the following description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a multi-position wing assembly employingan exemplary embodiment;

FIG. 2 is a detailed view of an exemplary Multi-Axis Positioning system(MAPS) element;

FIG. 3 is a detailed view of a Mechanical Equipment (ME) interfacefitting for support of the fabricated structure by the MAPS elements;

FIG. 4 is a detailed view of a pair of Automated Ground Vehicles (AGV)integrated into the system for movement of fabricated structures betweenpositions;

FIG. 5 is a detailed view of the fabricated wing structure in position 2with addition of a wing side of body geometry truss tool;

FIG. 6 is a detailed view isometric view of the truss tool;

FIG. 7 is a detailed side view of the truss tool demonstratingdeterminant assembly (DA) location holes;

FIG. 8 is a detailed isometric view of the AGV pair supporting a lowerskin panel for assembly into the wing structure at position 2;

FIG. 9 is a detailed isometric view of the AGV pair transporting thefabricated wing structure from position 2 to position 3;

FIG. 10 is a perspective view of the fabricated wing structure assupported by the MAPS suspended from the gantry elements of the FloorMounted Universal Holding Fixture (FUHF) in position 3 with exemplarylocation of Automated Wing Fastener Installation Systems (AWFIS);

FIG. 11 is a perspective view of the attachment head of the AWFISengaging the wing structure with the steel backing plate for clamping;

FIGS. 12A-12C are a flow chart of the operational sequence in thepulsing assembly line.

DETAILED DESCRIPTION

The embodiments described herein employ determinant assembly (DA)techniques to assemble exemplary main wing components, thereby allowingthe assembly fixtures to be smaller and more flexible. The system is asingle piece flow, takt time paced pulsing assembly line that moves thewings to positions where mechanics and automated machines performspecialized work. The embodiments described may be mirrored for twolinear assembly lines (right and left hand) that have three specializedassembly stations where the mechanics have tools that are optimized toperform efficient location (using determinant assembly features such assurfaces and coordination holes), drilling and fastening operations tothe ribs, spars, panels and various structural fittings. The holdingfixtures at each position are programmable and retract to provideclearance for the wing moves and to allow compensation for toolingdeflection and tooling inaccuracies. A planar locating laser systemmeasures key targets of the wing and communicates the inaccuracies to afixture controller which adjusts the holding fixtures until the errorsare eliminated. When the takt time clock reaches 0, the partiallyassembled wings automatically pulse to the next position using twoelectronically synchronized AGVs that are not physically connected. InPosition 1 initial assembly of wing structure front spars, ribs and theupper panel is accomplished. In Position 2 the lower panel is loadedautomatically via the AGVs and is located to the ladder structure via DAholes. The panel is sealed, permanent tack fasteners are installed andthe wing is transported to Position 3 were it is held from above. Inposition 3 a one sided automated system is used to electromagneticallyclamp-up the lower wing panel to spar or ribs, drill and countersink,install sealant, insert interference fit bolts. The side of body websare fastened while the side of body panel fittings and spar terminalfittings are held in engineering configuration by a small light weighttool that uses a combination of determinant assembly holes in thechords, web and terminal fittings as well as an applied tool that actsas a dummy rib to set the distance and angularity between the front andrear spar terminal fittings. Mechanics can work concurrently on the wingwith the automated fastening machines once a zone is completed andvacated. Once the wing is fastened it is lowered onto a wheeled cart, ispulsed out of position 3 and continues down the associated aircraftassembly line. The wing can be pulsed or can continually move down theassembly line as major fittings as well as leading and tailing edgecomponents are installed to the wing box.

Referring to the drawings, FIG. 1 is a pictorial representation of anexemplary embodiment for assembly showing a first position 10, secondposition 12 and third position 14 for horizontal wing structureassembly. In each position multi-axis positioning system (MAPS) elements16 support the components and wing during the assembly process. As shownin detail in FIG. 2, each MAPS 16 incorporates a support pedestal 18.Pedestal length is determined by access requirements for the assemblysteps at each position allowing over and under wing access in position 1and under wing access in position 2. Pedestals in position 3 aresuspended from above to allow even greater under wing access. A threeaxis motion assembly 20 is mounted to each pedestal. A longitudinalpositioning drive 22 is mounted on tracks 24 on surface plate 26 on thepedestal. A lateral positioning drive 28 is mounted to tracks 30 on topplate 32 of the longitudinal position drive 22. A fixture receiver 40 ismounted to the support table. Positioning of the fixture receiver 40 inthe x-axis is accomplished by the longitudinal positioning drive 22, inthe y-axis by the lateral positioning drive 28. Servo motors associatedwith each track set provide motion of the drives in each axis.

The fixture receiver 40 on each MAPS provides an interface to support amechanical equipment (ME) interface tool 42. For the embodiment shown ingreater detail in FIG. 3, clevis hooks 44 on the fixture receiver 40engage a horizontal support rod 46 received through bore 48 on an endboss 50 of the ME 42. Positioning plates 52 straddle the clevis hooks 44for lateral stability in the fixture receiver. The rod 46 andpositioning plates 52 in each ME provide for lateral and longitudinalself centering on the fixture receiver clevis hooks 44. Clamps engagedby the fixture receiver on the rod after engagement in the clevis hooksrigidly retain the ME and thus the supported structure to precludeuplift forces from the lower panel load and automated fasteningoperations from inducing vertical wing structure movement. Multiple MEshaving standard end boss interfaces for the MAPS fixture receiverssupport the wing structure 54 as shown in the drawings. Each ME has abody 56 adapted for attachment to specific attach features in anassociated component or portion of the wing structure. Vertical tracks34 are supported within mating runners 36 on the MAPS support pedestals18 for vertical positioning.

Returning to FIG. 1, forward MAPS of position 1 engage MEs attached to afront spar 60 by appropriate 3-axis positioning of each MAP. The frontspar is then held rigidly by the MAPS in all three axes in a wingreference frame. A rear spar 62 having attached MEs is engaged by theaft MAPS of position 1 and positioned in the z-axis of the wingreference frame. Ribs 63 are then assembled to the front spar 60. Matingdeterminant assembly (DA) reference holes in the ribs 63 and rear spar62 are then aligned by manipulation of the aft MAPS in the longitudinalaxis and the ribs are then mounted to the rear spar forming a ladderstructure.

As components are added to the wing assembly potentially resulting indeflection of the components and tooling due to the added mass, a planarlocating laser 65 positioned below the wing at front and rear sparlocations is employed to located defined reference points on thestructure as defined in application Ser. No. 12/550,666 filed on Aug.31, 2009 now U.S. Pat. No. 8,539,658 entitled Autonomous Carrier ForContinuously Moving Wing Assembly Line having a common assignee with thepresent application the disclosure of which is incorporated herein byreference.

The MAPS 16 are then adjusted to compensate for the deflection to allowaccurate assembly of subsequent components in the structure. The laserlocating process is employed multiple times to assure continuedconformity to the wing reference frame. Determinant assembly using themotion capability of the MAPS precludes the need for massive andexpensive rigid tooling to maintain.

Upon completion of assembly steps in position 1 at the defined takttime, a pair of Automated Guide Vehicles (AGV) 64, 66, shown in FIG. 4,are employed for movement of the partially assembled wing structure toposition 2 (for both the right and left wing assembly lines). Each AGVhas a wheeled base 68 for lateral and longitudinal positioning on theassembly floor 70. A scissors elevation mechanism 72 provides grossvertical positioning of an attached support header 74, 75. For theembodiment shown, the AGV base and scissor mechanisms are identical andhave a standard interface to the support header allowinginterchangeability. A spare AGV can be swapped with any of the four AGVsin the event of a failure. Four support headers dedicated for inner andouter wing assembly portions of left and right hand wing assemblies aremountable to the AGVs. The support headers 74, 75 attached to the AGVsFIG. 4 have two axes of motion for each support point mechanism 76(X-side to side for panel width and Z-vertical), which are NCprogrammable and controlled by an onboard processor system 78 on eachAGV.

Each support point mechanism 76 employs a vacuum chuck support pad 80 tosupport the wing structure elements at various handling points asdescribed. Each header incorporates a bunion fitting 82 for rotating andplacing the wing lower skin from an overhead crane to the headers. Thesupport point mechanisms in each header and the fixture receivers in theMAPS incorporate load cells for determining weight bearing of the wingstructure by the MAPS or the AGVs during transfer. As the wing assemblyis lowered by the MAPS load cells in both the AGVs and the fixturereceivers verify that the wing load has been transferred to the fixturebefore the AGVs retract and move away from the wing to return to theirparking position. The load cells are also used to verify that the AGVhas received the wing structure from the fixture receivers before itbegins the transfer to the next assembly position/fixture.

FIG. 5 shows the wing structure assembly in Position 2 as supported bythe MAPS 16. The pedestals 18 which support the 3 Axis motion assemblies20 are higher for position 2 allowing easy access to the underside ofthe wing structure for operations to be performed in position 2. A wingside of body geometry tool 84 has been installed as a dummy rib toaccurately locate the front spar 60 and rear spar 62 with determinantassembly holes (generally designated 85) in the forward web 86 and aftweb 88 common to the spar terminal fittings and the upper and lowerpanel chords 90 and 92 to accurately control the contour of the side ofbody chord profiles as shown in detail in FIGS. 6 and 7. After the spars60, 62 are loaded into the assembly position 1 as previously described,the side of body tool 84 is pinned to the spar terminal fittings 94, 96.After the upper panel 98 is loaded, the forward and aft webs 86 and 88are loaded and pinned to the DA holes in the terminal fittings. Theupper panel chord 90 is flexed up or down by pushers 100 mounted on theapplied tool until the DA holes in the webs and chords are aligned, thentemporary fasteners are installed. The small size of this applied tool84 allows the AGVs access to move wing structure from position toposition as well as allowing automated fastening equipment full accessto the panels.

FIG. 8 shows the lower skin panel 102 loaded on the headers of the AGVsfix installation into the wing structure assembly in position 2. Uponloading of the lower skin panel, the location of the AGV's is indexedand installation of the lower skin is accomplished by synchronouspositioning of the AGV pair to precisely locate underneath the wingstructure as supported by the MAPS in Position 2. The lower skin is thenraised by vertical motion of the AGV scissors and lateral motion by theheader support point mechanisms to achieve a preset position withrespect to the wing structure. Measurements are then taken manually toconfirm the position and fine positioning of the AGVs and headersresponsive to the measurements are then made. The combined headers andthe AGVs then accomplish a synchronized multi-axis coordinated motion toinsert the lower skin into position on the wing structure aligning DAholes in the lower skin panel with spar fitting points. During lowerskin panel loading the load cells in the support point mechanismsmonitor the press up forces of the panel to the main wing box structureto assure that excessive forces are not used. Force limits areprogrammable and if exceeded will set off audible and visual alarms aswell as stop the motion of the AGVs and associated fixtures. Afterpositioning, the lower skin panel is flexed using the pushers 101 of thewing side of body tool 84 until DA holes in the forward and aft web 86,88 are aligned with corresponding DA holes in the lower panel cord 92 toset the contour. The lower wing panel is then sealed, permanent tackfasteners are installed, and the wing structure is ready for movement toPosition 3.

FIG. 9 shows the assembled wing structure after retrieval from thePosition 2 MAPS by the AGVs The AGVs then synchronously transport thewing structure to position 3. In position 3, as shown in FIG. 10, MAPS16 are supported by a positioning truss 106 which is carried by theFloor Mounted Universal Holding Fixture (FUHF) 108 (shown in FIG. 1).MAPS 16 structure for position 3 is identical to that previouslydescribed, however, the structure is inverted to allow clearanceunderneath the supported wing structure for assembly operations. Inposition 3 multiple Automated Wing Fastener Installation Systems (AWFIS)107 operating on positioning guideways 109 are used toelectromagnetically clamp-up the lower wing panel to spar or ribs, drilland countersink, install sealant and insert interference fit bolts. Asshown in FIG. 11, the automated fastening head 110 contacts the surfaceof the lower wing panel from the outside of the wing structure andapplies upward force in conjunction with the electromagnet 112 that isenergized and creates an electromagnetic field that pulls a steelbacking plate 114 from the inside of the wing to provide sufficientclamping three to close any gaps between the structure to allow the headto conduct fastener installation operations on the lower wing panel forconnection to ribs and spars. Each AFWIS incorporates an operatorcontrol panel 116 which provides for programming input of automatedtasks and manual control for non-automated tasks. As shown in FIG. 11 asan exemplary embodiment, the head incorporates multiple fastenerinstallation systems including a drill spindle 118, hole inspectionprobe 120 and bolt inserter 122, each having a fine positioningmechanism for displacement for multiple operations in a single clampingposition of the head. Gross positioning of the head is accomplished withthree dimensional actuators affixed from the carrying plate 124 of thehead and the AFWIS body 126A resync camera 128 is provided for locationof the permanent tack fasteners, which are used as a reference system tolocate the remaining fastener placement. Placement of the head 110 isaccomplished and the electromagnet 112 is activated to secure thesurface for operations between the electromagnet and backing plate 114.The fastener installation systems are then manipulated to drill, locateholes and insert bolts or other fasteners automatically with thestructure firmly clamped. While two AWFIS machines are shown in thedrawings, up to four AWFIS machines can work on each wing concurrentlywhile still allowing mechanics to work in parallel due to safe stay outzones.

Once the assembly operations are complete for position 3 the wingstructure is canted dihedrally by the MAPS and lowered onto a transferdolly. The transfer dolly then pulses to the next assembly position forthe aircraft.

As represented in FIGS. 12A-12C, the operational method employing thedisclosed embodiments commences in position 1 wherein a front spar withattached MEs and a rear spar with attached MEs are loaded onto the frontand rear MAPS of position 1, step 1202. The MAPS supporting the frontspar are adjusted in 3 axes to place the front spar in a wing referenceframe, step 1204. The ribs are then loaded on the front and rear sparsand attached to the front spar, step 1206. The MAPS supporting the rearspar are adjusted to align determinant assembly (DA) holes in the ribsand rear spar for proper positioning in the wing reference frame, step1208. Fasteners are then installed to secure the ladder assembly of thewing structure, step 1210. A wing side of body geometry tool (SBGT) isinstalled as a dummy rib and pinned to the spar terminal fittings, step1212. The upper panel is loaded onto the ribs, step 1214, and theforward and aft webs are loaded, step 1216 and pinned to the DA holes inthe terminal fittings and upper panel chord, step 1218. The upper panelchord is flexed up or down by pushers mounted on the applied tool untilthe DA holes in the webs and chords are aligned, step 1220, andtemporary fasteners are installed in the side of body webs and,fasteners are installed in the upper panel common to the spars and ribsvia manual or automated methods, step 1221. At predetermined assemblypoints, a planar laser determines relative displacement from the wingreference frame of defined measurement points on the wing assembly dueto flexing of the assembly and tooling resulting from addition of massto the assembly, step 1222. The MAPS 3-axis motion assemblies are thenadjusted to bring the measurement points back into wing reference frameposition, step 1223.

Identical AGVs have location specific headers mounted for inner andouter wing structure support with lei and right wing designations, step1224. The AGV computer control systems sense the header type andsynchronously control the AGV based on header type, step 1226. The AGVsposition under the wing structure as supported in the MAPS of position1, the headers, with point support mechanisms controllable in multipleaxes are raised to engaged the wing structure, step 1228. When the loadcells in the point support mechanisms and fixture receivers confirm thatload of the wing structure is being borne by the AGV headers, the MEsare released from the MAPS in position 1, step 1230, the MAPS 3-axismotion assemblies retract, step 1232 and the AGVs synchronously move thewing structure to position 2, step 1234. The headers on the AGVsposition the wing structure for engagement of the MEs with the fixturereceivers of the MAPS in position 2, step 1236. The MAPS 3-axis motionassemblies in position 2 extend to engage the ME headers with thefixture receivers, step 1238. The fixture receivers clamp the ME headersand the AGV headers are withdrawn, step 1240. The planar laserdetermines relative displacement from the wing reference frame ofdefined measurement points on the wing assembly, step 1242. The MAPS3-axis motion assemblies are then adjusted to bring the measurementpoints back into wing reference frame position, step 1244.

The lower wing panel is loaded onto the header assemblies of the AGVpair, step 1246 and the AGVs synchronously move to position the lowerwing panel under the wing structure supported in the MAPS of position 2,step 1248. The combined headers and the AGVs then accomplish asynchronized multi-axis coordinated motion to insert the lower skin intoposition on the wing structure aligning DA holes in the lower skin panelwith spar attachment points, step 1250. The lower skin panel is thenloaded using the support point mechanisms for firm engagement with thewing structure, step 1252. Monitoring of press up forces of the panel tothe main wing box structure is accomplished using the load cells toassure that excessive forces are not used and if force limits areexceeded set off audible and visual alarms and stop the motion of theAGVs and associated fixtures 1254. The lower skin panel is flexed usingthe pushers on the wing side of body tool until DA holes in the forwardand aft web are aligned with corresponding DA holes in the lower panelcord to set the contour, step 1256. The lower wing panel is then sealedand permanent tack fasteners are installed, step 1258.

The AGV headers are then adjusted and the MEs are released from the MAPSin position 2, step 1260, the MAPS 3-axis motion assemblies retract,step 1262 and the AGVs synchronously move the wing structure to position3, step 1264. The headers on the AGVs position the wing structure forengagement of the MEs with the fixture receivers of the MAPS in position3, step 1266. The MAPS 3-axis motion assemblies in position 3 extend toengage the ME headers with the fixture receivers, step 1268. The fixturereceivers clamp the ME headers and the AGV headers are withdrawn, step1270. The planar laser determines relative displacement from the wingreference frame of defined measurement points on the wing assembly, step1272. The MAPS 3-axis motion assemblies are then adjusted to bring themeasurement points back into wing reference frame position, step 1274.

Multiple Automated Wing Fastener installation Systems (AWFIS) arebrought into operating position on positioning guideways, step 1276. Theautomated fastening head contacts the surface of the lower wing panelfrom the outside of the wing structure and applies upward force inconjunction with the electromagnet that is energized and creates anelectromagnetic field that pulls a steel backing plate from the insideof the wing to provide sufficient clamping force to close any gapsbetween the structure, step 1278. The head drills, countersinks, appliessealant and inserts bolts into the lower wing panel and ribs or spars,step 1280. Once the assembly operations are complete for position 3 thewing structure is canted dihedrally with the Position 3 MAPS, step 1282and lowered onto a transfer dolly, step 1284. The MEs are released fromthe MAPS in position 3, step 1286, the MAPS 3-axis motion assembliesretract, step 1288. The transfer dolly then pulses to the next assemblyposition for the aircraft, step 1290.

Having now described various embodiments of the invention in detail asrequired by the patent statutes, those skilled in the art will recognizemodifications and substitutions to the specific embodiments disclosedherein. Such modifications are within the scope and intent of thepresent invention as defined in the following claims.

What is claimed is:
 1. An apparatus for determinant assembly of anaircraft structure comprising: a forward plurality of multi-axispositioning systems (MAPS) and an aft plurality of MAPS positioned in atleast two assembly positions, each MAPS having a 3-axis motion assemblysupporting a fixture receiver; a plurality of mechanical equipmentinterface fixtures (MEs) mountable to wing components, said MEsremovably received and secured by respective fixture receivers; whereinsaid 3 axis motion assemblies in the forward plurality are positionableto place a first portion of the plurality of MEs in a wing referenceframe for alignment of determinant assembly holes in a front spar andthe 3 axis motion assemblies in the aft plurality are positionable toplace a second portion of the plurality of MEs in a wing reference framefor alignment of determinant assembly holes in a rear spar to beassembled as a wing structure.
 2. The apparatus for determinant assemblyof an aircraft structure as defined in claim 1 wherein each MAPSincludes a pedestal and the 3-axis motion assembly comprises: alongitudinal positioning drive mounted on a surface plate on thepedestal; and, a lateral positioning drive mounted on a top plate of thelongitudinal positioning drive.
 3. An apparatus for determinant assemblyof an aircraft structure comprising: a plurality of multi-axispositioning systems (MAPS) positioned in a second plurality of assemblypositions, each MAPS having a pedestal and a 3-axis motion assemblysupporting a fixture receiver including ; said 3-axis motion assemblyhaving a longitudinal positioning drive mounted on a surface plate onthe pedestal; and, a lateral positioning drive mounted on a top plate ofthe longitudinal positioning drive; a plurality of mechanical equipmentinterface fixtures (MEs) mountable to wing components, said MEsremovably received and secured by respective fixture receivers; each MEhaving an end boss; a support rod received through a bore in the endboss; and positioning plates mounted to opposite extents of the supportrod; wherein the fixture receiver includes extending clevis hooksengaging the support rod with said positioning plates straddling theclevis hooks for lateral and longitudinal self-centering, and said 3axis motion assemblies are positionable to place the plurality of MEs ina wing reference frame for alignment of determinant assembly holes incomponents to be assembled as a wing structure.
 4. The apparatus fordeterminant assembly of an aircraft structure as defined in claim 3wherein each ME includes a body adapted for attachment to specificattach features in an associated component of the wing structure.
 5. Theapparatus for determinant assembly of an aircraft structure as definedin claim 4 wherein the wing structure includes a front spar comprisingthe associated component for a first portion of the plurality of MEs anda rear spar comprising the associated component for a second portion ofthe plurality of MEs.
 6. The apparatus for determinant assembly of anaircraft structure as defined in claim 5 wherein the plurality of MAPSincludes a first number of forward MAPS and a second number of aft MAPS,said first portion of MEs engaged by the forward MAPS and said secondportion of MES engaged by the aft MAPS.
 7. The apparatus for determinantassembly of an aircraft structure as defined in claim 6 wherein the wingstructure further includes a plurality of ribs, said ribs attached tosaid front spar and having determinant assembly (DA) reference holes,said forward MAPS positionable and rigidly supporting said first portionof MEs and front spar in a wing reference frame, said aft MAPSpositionable and aligning said rear spar with said DA holes.
 8. Theapparatus for determinant assembly of an aircraft structure as definedin claim 7 further comprising a planar locating laser and said MAPS arepositionable responsive to defined reference points located by saidlaser.
 9. The apparatus for determinant assembly of an aircraftstructure as defined in claim 5 further comprising a wing side of bodygeometry tool removabley attachable to terminal fittings in the frontspar and rear spar and having pushers adapted to engage an upper panelcord and a lower skin panel.
 10. The apparatus for determinant assemblyof an aircraft structure as defined in claim 9 wherein the wingstructure further includes a forward web and an aft web, and the pushersare operable to align DA holes in the upper panel cord, lower skinpanel, forward web and aft web.
 11. An apparatus for determinantassembly of an aircraft structure comprising: a plurality of multi-axispositioning systems (MAPS) positioned in a second plurality of assemblypositions, each MAPS having a 3-axis motion assembly supporting afixture receiver; a plurality of mechanical equipment interface fixtures(MEs) mountable to wing components, said MEs removably received andsecured by respective fixture receivers; wherein said 3 axis motionassemblies are positionable to place the plurality of MEs in a wingreference frame for alignment of determinant assembly holes incomponents to be assembled as a wing structure; a plurality of identicalAutomated Guide Vehicles (AGV); a plurality of location specific headersmounted to respective ones of the AGVs for inner and outer wingstructure support with left and right wing designations, each of saidheaders having a plurality of support point mechanisms having two axismotion capability for engagement of the wing structure; said AGVs eachhaving a computer for sensing of the mounted header and pairs of saidAGVs having inner and outer wing structure support headers synchronouslyoperable for movement of the wing structure, and insertion andextraction of said wing structure from the MAPS.
 12. The apparatus fordeterminant assembly of an aircraft structure as defined in claim 11wherein each support point mechanism includes a vacuum chuck supportpad.
 13. The apparatus for determinant assembly of an aircraft structureas defined in claim 11 wherein each header incorporates a trunionfitting adapted to receive and rotate a wing lower skin.
 14. Theapparatus for determinant assembly of an aircraft structure as definedin claim 11 wherein each header incorporates a scissors elevationmechanism for gross vertical positioning.
 15. The apparatus fordeterminant assembly of an aircraft structure as defined in claim 11further comprising: a Floor Mounted Universal Holding Fixture (FUHF)having a positioning truss for mounting a plurality of MAPS; at leastone Automated Wing Fastener Installation Systems (AWFIS); guidewaysunder the FUHF for positioning of the at least one AWFIS; said at leastone AWFIS having an automated fastening head for contacting a surface ofthe lower wing panel with the from the outside of the wing structure.16. The apparatus for determinant assembly of an aircraft structure asdefined in claim 15 wherein said automated fastening head includes anelectromagnet energized to create an electromagnetic field pulling and asteel backing plate inside the wing structure to provide sufficientclamping force to close any gaps between the structure.
 17. Theapparatus for determinant assembly of an aircraft structure as definedin claim 16 wherein said automated fastening head further includes atleast one of a drill, hole locator and bolt insertion tool for operationon a lower wing panel and ribs or spars in the wing structure.
 18. Theapparatus for determinant assembly of an aircraft structure as definedin claim 17 wherein the automated fastening head further includes acarrying plate having three dimensional actuators.
 19. The apparatus fordeterminant assembly of an aircraft structure as defined in claim 15further comprising a resync camera mounted to the automated fasteninghead.